necessary to overcome or explain the deficiencies resulting from noncompliance with these sections.

d. Sections 4b.226(b), 4b.352(b), 4b.356(b), 4b.383 (b) (2), 4b.612(d), 4b.612(f), 4b.624(b) to the extent that the airplane cannot comply with the provisions of these sections.

e. Section 4b.443 to the extent that it requires the oil tank to be located outside a fire zone unless it is constructed of fire-proof materials.

f. Sections 4b.740 through 4b.743: Provided, That the Military Flight Manual shall be used as supplemented by such limitations and procedural data as found necessary by the Director, Bureau of Flight Standards, or his authorized representative, or as required by this regulation.

2. The airworthiness certificate for each airplane certificated hereunder shall bear the following legend: "This certificate is issued pursuant to Special Civil Air Regulation SR403A and is valid only for operations conducted within the Trust Territory of the Pacific Islands and between these islands and the island of Guam by the Trust Territory Government or by an air carrier or commercial operator under contract with the Trust Territory Government."

3. The operations referred to herein shall be conducted in accordance with Part 42 of the Civil Air Regulations with the exception of § 42.21(a) (15), § 42.30 to the extent necessary to permit the use of military overhauled parts and supplies, and of those provisions which are inconsistent with the requirements of Part 4b for which noncompliance is authorized herein: Provided, That appropriate Bureau of Flight Standards personnel shall establish operating limitations consistent with the standards established herein.

4. The air carrier operating certificate or commercial operator certificate of any contractor selected by the Trust Territory Government shall be amended to the extent necessary to permit the use of said Grumman SA-16A airplanes in operations conducted pursuant to the terms of the contract.

This Special Civil Air Regulation shall become effective on August 9, 1960, and supersedes Special Civil Air Regulations Nos. SR-364, SR-364A, and SR-403.

[25 F.R. 7487, Aug. 9, 1960]

SR-4060

1. Contrary provisions of the Civil Air Regulations notwithstanding (in particular the provisions of § 42.15 (b) of Part 42), C-46 airplanes may be used in passenger operations conducted under Part 42 of the Civil Air Regulations. Such airplanes shall be operated in accordance with § 42.15 (a) of Part 42 and the provisions of this special regulation.

2. C-46 type airplanes, when used in passenger operations in accordance with paragraph 4 of this regulation, shall not be operated at weights exceeding those which are demonstrated to the Administrator will allow compliance with the performance require

3. Provisionally, pending a determination by the Administrator of the weights at which C-46 aiplanes will meet the standards prescribed by paragraph 2 of this regulation, the maximum take-off weight of such airplanes, when used in the manner herein referred to, shall not exceed 44,300 pounds: Provided, That in the case of C-46 airplanes equipped with Hamilton Standard propellers with blades Model Number 6491A-9 or approved equivalent which have been clipped in accordance with specifications approved by the Administrator, such provisional maximum weight shall be increased by 1,000 pounds until such time as the Administrator shall have determined by suitable tests another value to correspond to the additional efficiency obtainable by the use of such propellers, and thereafter by such other value.

4. The Administrator of the Federal Aviation Agency may authorize continued operation of C-46 airplanes in passenger service in accordance with paragraphs 2 and 3 of this regulation until January 1, 1957, if he finds that the applicant for such authorization has a bona fide, firm contract with the holder of a type certificate indicating that the required modifications will be completed prior to January 1, 1957, except that the Administrator may authorize during the period July 1, 1956, through July 15, 1956, such continued operation without a showing of such firm contract where the Administrator has previously permitted such operations based on genuine and diligent efforts to complete the required modifications. Such type certificate shall indicate that it meets the transport category requirements of Part 4b of the Civil Air Regulations in effect on July 20, 1950, with the exceptions authorized in SR-406A.

5. On and after July 1, 1956 (except as provided in paragraph 4), C-46 airplanes in passenger service shall comply with the provisions of Part 4b as in effect on July 20, 1950, except as otherwise provided hereinafter:

a. The provisions of §§ 4b.0 through 4b.19 of Part 4b, effective May 18, 1954, shall be complied with.

b. The provisions of §§ 4b.100 through 4b.190 need not be complied with.

c. The birdproof windshield requirements of § 4b.352 need not be complied with.

d. The provisions of §§ 4b.480 through 4b.490 effective May 16, 1953, shall be complied with in lieu of §§ 4b.480 through 4b.489 effective July 20, 1950, with the exception of subparagraph 4b.484 (a) (1) which shall be applicable as effective July 20, 1950, and paragraph 4b.487 (e) which has no counterpart in the 1950 regulations.

6. On and after January 1, 1957, C-46 airplanes in passenger service shall be recertifi

cated in the transport category in accordance with paragraph 5 of this regulation, and shall comply with the provisions of §§ 4b.100 through 4b.190 with the following exception: In determining the take-off path in accordance with § 4b.116 and the one-engine-inoperative climb in accordance with § 4b.120 (a) and (b), the propeller of the inoperative engine may be assumed to be feathered if there is installed either an approved means for automatically indicating when the particular engine has failed or an approved means for automatically feathering the propeller of the inoperative engine.

7. In applying the provisions of paragraphs 5 and 6 of this regulation, where literal compliance with the requirements of §§ 4b.130 through 4b.190 of Subpart B and Subparts C, D, E, and F of Part 4b is extremely difficult to accomplish, and where the Administrator finds that service experience with the C-46 type airplane so justifies, the Administrator may authorize deviations from specific details of these requirements, taking into account the effect of design changes.

8. On or after January 1, 1957, C-46 airplanes in passenger service shall be operated in accordance with the performance operating limitations applicable to transport category airplanes.

9. C-46 airplanes which comply with the provisions of paragraphs and 6 of this regulation may be used in passenger operations conducted under the provisions of Parts 40 and 41 provided they are operated in accordance with paragraph 8.

10. This Special Civil Air Regulation supersedes Special Civil Air Regulation SR

406B.

[21 F.R. 4917, July 3, 1956]

SR-422

Contrary provisions of the Civil Air Regulations notwithstanding, all turbine-powered transport category airplanes for which a type certificate is issued after the effective date of this Special Civil Air Regulation shall comply with the following:

1. The provisions of Part 4b of the Civil Air Regulations, effective on the date of application for type certificate; and such of the provisions of all subsequent amendments to Part 4b, in effect prior to the effective date of this special regulation, as the Administrator finds necessary to insure that the level of safety of turbine-powered airplanes is equivalent to that generally intended by Part 4b.

2. In lieu of §§ 4b.110 through 4b.125, and 4b.743 of Part 4b of the Civil Air Regulations, the following shall be applicable:

PERFORMANCE

4T.110 General. (a) The performance of the airplane shall be determined and scheduled in accordance with, and shall meet the minima prescribed by, the provisions of § 4T.110 through 4T.123. The performance limitations, information, and other data shall be given in accordance with § 4T.743.

(b) Unless otherwise specifically prescribed, the performance shall correspond with ambient atmospheric conditions and still air. Humidity shall be accounted for as specified in paragraph (c) of this section.

(c) The performance as affected by engine power and/or thrust shall be based on a relative humidity of 80 percent at and below standard temperatures and on 34 percent at and above standard temperatures plus 50° F. Between these two temperatures the relative humidity shall vary linearly.

(d) The performance shall correspond with the propulsive thrust available under the particular ambient atmospheric conditions, the particular flight condition, and the relative humidity specified in paragraph (c) of this section. The available propulsive thrust shall correspond with engine power and/or thrust not exceeding the approved power and/or thrust less the installational losses and less the power and/or equivalent thrust absorbed by the accessories and services appropriate to the particular ambient atmospheric conditions and the particular flight condition.

4T.111 Airplane configuration, speed, power, and/or thrust; general. (a) The airplane configuration (setting of wing and cowl flaps, air brakes, landing gear, propeller, etc.), denoted respectively as the take-off, en route, approach, and landing configurations, shall be selected by the applicant except as otherwise prescribed.

(b) It shall be acceptable to make the airplane configurations variable with weight, altitude, and temperature, to an extent found by the Administrator to be compatible with operating procedures required in accordance with paragraph (c) of this section.

(c) In determining the accelerate-stop distances, take-off flight paths, take-off distances, and landing distances, changes in the airplane's configuration and speed, and in the power and/or thrust shall be in accordance with procedures established by the applicant for the operation of the airplane in service, except as otherwise prescribed. The procedures shall comply with the provisions of subparagraphs (1) through (3) of this paragraph.

(1) The Administrator shall find that the procedures can be consistently executed in service by crews of average skill.

(2) The procedures shall not involve methods or the use of devices which have not been proven to be safe and reliable.

(3) Allowance shall be made for such time delays in the execution of the procedures as may be reasonably expected to occur during service.

4T.112 Stalling speeds. (a) The speed V so shall denote the calibrated stalling speed, or the minimum steady flight speed at which the airplane is controllable, in knots, with:

(1) Zero thrust at the stalling speed, or engines idling and throttles closed if it is

shown that the resultant thrust has no appreciable effect on the stalling speed;

(2) If applicable, propeller pitch controls in the position necessary for compliance with subparagraph (1) of this paragraph;

(3) The airplane in the landing configuration;

(4) The center of gravity in the most unfavorable position within the allowable landing range;

(5) The weight of the airplane equal to the weight in connection with which Vo is being used to determine compliance with a particular requirement.

(b) The speed V11 shall denote the callbrated stalling speed, or the minimum steady flight speed at which the airplane is controllable, in knots, with:

(1) Zero thrust at the stalling speed, or engines idling and throttles closed if it is shown that the resultant thrust has no appreciable effect on the stalling speed;

(2) If applicable, propeller pitch controls in the position necessary for compliance with subparagraph (1) of this paragraph; the airplane in all other respects (flaps, landing gear, etc.) in the particular configuration corresponding with that in connection with which V11 is being used;

18

(3) The weight of the airplane equal to the weight in connection with which Vs1 being used to determine compliance with a particular requirement.

(c) The stall speeds defined in this section shall be the minimum speeds obtained in flight tests conducted in accordance with the procedure of subparagraphs (1) and (2) of this paragraph.

(1) With the airplane trimmed for straight flight at a speed of 1.4 V, and from a speed sufficiently above the stalling speed to insure steady conditions, the elevator control shall be applied at a rate such that the airplane speed reduction does not exceed one knot per second.

(2) During the test prescribed in subparagraph (1) of this paragraph, the flight characteristics provisions of § 4b.160 shall be complied with.

4T.113 Take-off; general. (a) The takeoff data in §§ 4T.114 through 4T.117 shall be determined under the conditions of subparagraphs (1) and (2) of this paragraph.

(1) At all weights, altitudes, and ambient temperatures within the operational limits established by the applicant for the airplane. (2) In the configuration for take-off (see § 4T.111).

(b) Take-off data shall be based on smooth, dry, hard-surfaced runway, and shall be determined in such a manner that reproduction of the performance does not require exceptional skill or alertness on the part of the pilot. In the case of seaplanes or float planes, the take-off surface shall be smooth water, while for skiplanes it shall be smooth dry snow. In addition, the take-off data shall be corrected in accordance with subparagraphs (1) and (2) of this paragraph for

wind and for runway gradients within the operational limits established by the applicant for the airplane.

(1) Not more than 50 percent of nominal wind components along the take-off path opposite to the direction of take-off, and not less than 150 percent of nominal wind components along the take-off path in the direction of take-off.

(2) Effective runway gradients.

4T.114 Take-off speeds. (a) The criticalengine-failure speed V,, in terms of calibrated air speed, shall be selected by the applicant, but shall not be less than the minimum speed at which controllability by primary aerodynamic controls alone is demonstrated during the take-off run to be adequate to permit proceeding safely with the take-off using average piloting skill, when the critical engine is suddenly made inoperative.

(b) The minimum take-off safety speed V,, in terms of calibrated air speed, shall be selected by the applicant so as to permit the gradient of climb required in § 4T.120 (a) and (b), but it shall not be less than:

(1) 1.2 V11 for two-engine propeller-driven airplanes and for airplanes without propellers which have no provisions for obtaining a significant reduction in the one-engineinoperative power-on stalling speed;

(2) 1.15 V,, for propeller-driven airplanes having more than two engines and for airplanes without propellers which have provisions for obtaining a significant reduction in the one-engine-inoperative power-on stalling speed;

(3) 1.10 times the minimum control speed V. established in accordance with § 4b.133. HO (c) If engine failure is assumed to occur at or after the attainment of V2, the demonstration in which the take-off run is continued to include the take-off climb, as provided in paragraph (a) of this section, shall not be required.

4T.115 Accelerate-stop distance. (a) The accelerate-stop distance shall be the sum of the following:

(1) The distance required to accelerate the airplane from a standing start to the speed V1;

(2) Assuming the critical engine to fail at the speed V1, the distance required to bring the airplane to a full stop from the point corresponding with the speed V1.

(b) In addition to, or in lieu of, wheel brakes, the use of other braking means shall be acceptable in determining the acceleratestop distance, provided that such braking means shall have been proven to be safe and reliable, that the manner of their employment is such that consistent results can be expected in service, and that exceptional skill is not required to control the airplane.

(c) The landing gear shall remain extended throughout the accelerate-stop

distance.

4T.116 Take-off path. The take-off path shall be considered to extend from the standing start to a point in the take-off where a

height of 1,000 feet above the take-off surface is reached or to a point in the take-off where the transition from the take-off to the en route configuration is completed and & speed is reached at which compliance with 4T.120 (c) is shown, whichever point is at a higher altitude. The conditions of paragraphs (a) through (1) of this section shall apply in determining the take-off path.

(a) The take-off path shall be based upon procedures prescribed in accordance with 4T.111 (c).

(b) The airplane shall be accelerated on or near the ground to the speed V, during which time the critical engine shall be made inoperative at speed V, and shall remain inoperative during the remainder of the takeoff.

(c) Landing gear retraction shall not be Initiated prior to reaching the speed V,

(d) The slope of the airborne portion of the take-off path shall be positive at all points.

(e) After the V, speed is reached, the speed throughout the take-off path shall not be less than V, and shall be constant from the point where the landing gear is completely retracted until a height of 400 feet above the take-off surface is reached.

(f) Except for gear retraction and propeller feathering, the airplane configuration shall not be changed before reaching a height of 400 feet above the take-off surface.

(g) At all points along the take-off path starting at the point where the airplane first reaches a height of 400 feet above the take-off surface, the available gradient of climb shall not be less than 1.4 percent for two-engine airplanes and 1.8 percent for four-engine airplanes.

(h) The take-off path shall be determined either by a continuous demonstrated take-off, or alternatively, by synthesizing from segments the complete take-off path.

(1) If the take-off path is determined by the segmental method, the provisions of subparagraphs (1) through (4) of this paragraph shall be specifically applicable.

(1) The segments of a segmental take-off path shall be clearly defined and shall be related to the distinct changes in the configuration of the airplane, in power and/or thrust, and in speed.

(2) The weight of the airplane, the configuration, and the power and/or thrust shall be constant throughout each segment and shall correspond with the most critical condition

segment.

prevailing in the particular

(3) The segmental flight path shall be based on the airplane's performance without ground effect.

(4) Segmental take-off path data shall be checked by continuous demonstrated takeoffs to insure that the segmental path is conservative relative to the continuous path. 4T.117 Take-off distance. The take-off distance shall be the horizontal distance along the take-off path from the start of the take-off to the point where the airplane

attains a height of 35 feet above the take-off surface as determined in accordance with § 4T.116.

4T.118 Climb; general. Compliance shall be shown with the climb requirements of §§ 4T.119 and 4b.120 at all weights, altitudes, and ambient temperatures, within the operational limits established by the applicant for the airplane. The airplane's center of gravity shall be in the most unfavorable position corresponding with the applicable configuration.

4T.119 All-engine-operating landing climb. In the landing configuration, the steady gradient of climb shall not be less than 4.0 percent, with:

(a) All engines operating at the available take-off power and/or thrust;

(b) A climb speed not in excess of 1.4 V 4T.120 One-engine-inoperative climb (a) Take-off; landing gear extended. In the take-off configuration at the point of the flight path where the airplane's speed first reaches V2, in accordance with 4T.116 but without ground effect, the steady gradient of climb shall be positive with:

(1) The critical engine inoperative, the remaining engine(s) operating at the available take-off power and/or thrust existing in accordance with § 4T.116 at the time the airplane's landing gear is fully retracted;

(2) The weight equal to the airplane's weight existing in accordance with § 4T.116 at the time retraction of the airplane's landing gear is initiated;

In

(3) The speed equal to the speed V,. (b) Take-off; landing gear retracted. the take-off configuration at the point of the flight path where the airplane's landing gear is fully retracted, in accordance with § 4T.116 but without ground effect, the steady gradient of climb shall not be less than 2.5 percent for two-engine airplanes and not less than 3.0 percent for four-engine airplanes, with:

(1) The critical engine inoperative, the remaining engine(s) operating at the takeoff power and/or thrust available at a height of 400 feet above the take-off surface and existing in accordance with § 4T.116;

(2) The weight equal to the airplane's weight existing in accordance with § 4T.116 at the time the airplane's landing gear is fully retracted;

(3) The speed equal to the speed V,.

(c) Final take-off. In the en route configuration, the steady gradient of climb shall not be less than 1.4 percent for two-engine airplanes and not less than 1.8 percent for four-engine airplanes, at the end of the take-off path as determined by § 4T.116, with:

(1) The critical engine inoperative, the remaining engine(s) operating at the available maximum continuous power and/or thrust;

(2) The weight equal to the airplane's weight existing in accordance with § 4T.116

at the time retraction of the airplane's flaps is initiated;

(3) The speed equal to not less than 1.25

(d) Approuch. In the approach configuration such that V11 does not exceed 1.10 Vo' the steady gradient of climb shall not be less than 2.2 percent for two-engine airplanes and not less than 2.8 percent for four-engine airplanes, with:

(1) The critical engine inoperative, the remaining engine (s) operating at the available take-off power and/or thrust;

(2) The weight equal to the maximum landing weight;

(8) A climb speed not in excess of 1.5 V11; 4T.121 En route flight paths. With the airplane in the en route configuration, the flight paths prescribed in paragraphs (a) and (b) of this section shall be determined at all weights, altitudes, and ambient temperatures within the limits established by the applicant for the airplane.

(a) One engine inoperative. The oneengine-inoperative net flight path data shall be determined in such a manner that they represent the airplane's actual climb performance diminished by a gradient of climb equal to 1.4 percent for two-engine airplanes and 1.8 percent for four-engine airplanes. It shall be acceptable to include in these data the variation of the airplane's weight along the flight path to take into account the progressive consumption of fuel and oil by the operating engine(s).

(b) Two engines inoperative. For airplanes with four engines, the two-engineinoperative net flight path data shall be determined in such a manner that they represent the airplane's actual climb performance diminished by a gradient of climb equal to 0.6 percent. It shall be acceptable to include in these data the variation of the airplane's weight along the flight path to take into account the progressive consumption of fuel and oil by the operating engines.

(c) Conditions. In determining the flight paths prescribed in paragraphs (a) and (b) of this section, the conditions of subparagraphs (1) through (4) of this paragraph shall apply.

(1) The airplane's center of gravity shall be in the most unfavorable position.

(2) The critical engine(s) shall be inoperative, the remaining engine(s) operating at the available maximum continuous power and/or thrust.

(3) Means for controlling the engine cooling air supply shall be in the position which provides adequate cooling in the hot-day condition.

(4) The speed shall be selected by the applicant.

4T.122 Landing distance. The landing distance shall be the horizontal distance required to land and to come to a complete stop (to a speed of approximately 3 knots in the case of seaplanes or float planes) from a point at a height of 50 feet above the

landing surface. Landing distances shall be determined for standard temperatures at all weights, altitudes, and winds within the operational limits established by the applicant for the airplane. The conditions of paragraphs (a) through (f) of this section shall apply.

(a) The airplane shall be in the landing configuration. During the landing, changes in the airplane's configuration, in power and/or thrust, and in speed shall be in accordance with procedures established by the applicant for the operation of the airplane in service. The procedures shall comply with the provisions of § 4T.111 (c).

(b) The landing shall be preceded by a steady gliding approach down to the 50-foot height with a calibrated air speed of not less than 1.3 V80°

(c) The landing distance shall be based on a smooth, dry, hard-surfaced runway, and shall be determined in such a manner that reproduction does not require exceptional skill or alertness on the part of the pilot. In the case of seaplanes or float planes, the landing surface shall be smooth water, while for skiplanes it shall be smooth dry snow. During landing, the airplane shall not exhibit excessive vertical acceleration, a tendency to bounce, nose over, ground loop, porpoise, or water loop.

(d) The landing distance shall be cor. rected for not more than 50 percent of nominal wind components along the landing path opposite to the direction of landing and not less than 150 percent of nominal wind components along the landing path in the direction of landing.

(e) During landing, the operating pressures on the wheel braking system shall not be in excess of those approved by the manufacturer of the brakes, and the wheel brakes shall not be used in such a manner as to produce excessive wear of brakes and tires.

(f) If the Administrator finds that a device on the airplane other than wheel brakes has a noticeable effect on the landing distance and if the device depends upon the operation of the engine and the effect of such a device is not compensated for by other devices in the event of engine failure, the landing distance shall be determined by assuming the critical engine to be inoperative.

4T.123 Limitations and information—(a) Limitations. The performance limitations on the operation of the airplane shall be established in accordance with subparagraphs (1) through (4) of this paragraph. (See also § 4T.743.)

(1) Take-off weights. The maximum takeoff weights shall be established at which compliance is shown with the generally applicable provisions of this regulation and with § 4T.120 (a), (b), and (c) for altitudes and ambient temperatures within the operational limits of the airplane (see subparagraph (4) of this paragraph).

(2) Landing weights. The maximum landing weights shall be established at which compliance is shown with the generally ap